Rail coupling



A. F. ANJESKEY RAIL COUPLING June 25, 1957 2 Sheets-Sheet 2 Filed July 15, 1954 IN VEN TOR. ALP/muss f. A's/155x47 United States Pateht" RAIL COUPLING Alphonse F. Anjeskey, Cleveland, Ohio, assignor to The Cleveland Crane & Engineering Company, Wickliife, Ohio, a corporation of Ohio Application July 15, 1954, Serial No. 443,665

6 Claims. (Cl. 104-89) The present invention relates to overhead carrier systems and to a coupling or splice structure for connecting the adjoining ends of adjacent rails of an overhead monorail system and, more particularly, the overhead monorail system manufactured and sold by the Cleveland Tramrail Division of The Cleveland Crane & Engineering Company.-

In the construction of overhead carrier systems comprising suspended overhead rails having horizontally extending flanges adjacent to the lower edge of a vertical web and on which flanges pairs of carrier wheels travel, it has always been necessary to form the rail joints at, or quite close to, the hangers by which the rails are suspended. The hangers are generally suspended from the overhead building structural framework, the pattern of which generally varies with each building and is determined by considerations other than the support of the monorail system used therein. The result is that each monorail system must be tailored, so to speak, to the individual building in which it is to be installed. This generally requires that the rail be cut so that their joints fall below the overhead building framework and results in waste of material and the consumption of considerable time and labor. 1

Prior to the present invention there has been no know method or structure for splicing rail joints intermediatethe rail hangers which has proved to be entirely satisfactory. One difficulty in splicing overhead rails is the necessity for compactness of the splice inasmuch as the pairs of carrier wheels which ride on the flanges located on the opposite sides of the rails, ride close to the cen tral flange or web of the rails and leave little clearance on the side thereof, and the clearance between the bottom of the rails and the brackets or superstructure on which the carrier wheels are journaled is relatively close and, in some cases, there is no bottom clearance whatever as the bottom of the rails are engaged by traction wheels, etc. In some systems, for example, the particular system mentioned above, the carrier wheels have inwardly projecting hubs which further reduce the space between the wheels and the web of the rails.

The principal object of the present invention is the provision of a new and improved rail coupling structure for rails of the above-described type by which a strong,

compact rail joint can be formed that will require no direct support by rail hangers or the like, so that rail ends can be spliced at any point regardless of the position of the hangers, and which will not interfere with the passage of carriage wheels along the rails.

A more specific object of the invention is the '.provision of a coupling for suspended, inverted T-shape rails arranged end-to-end to form a track for anoverhead monorail carrier system, which coupling comprises a plate spanning the joint between abutting ends of adjoining rails and welded to both rails, which plate is reinforced at its central part by having the portion which overlies the joint of a cross-section which substantiallyduplicates; the configuration of the space between the carria e wheel and the web of the rail below the axis of the wheel. The

plate preferably has its end portions beveled inwardly from the central portion to reduce the danger of the wheels striking against the ends thereof.

A further object of the present invention is the provision of a method and/or structure for forming a joint between ends of rail of the above-described type which employs welds of the down weld type and which can be made quickly and easily with a minimum of time and effort.

The invention resides in certain constructions and combinationsand arrangements of parts and further objects and advantages will be apparent to those skilled in the art to which it relates from the following description of the preferred embodiment described with reference to the accompanying drawings forming a part of this specification, in which: 1

Fig. 1 is a fragmentary elevationalview of an overhead carrier system embodying the invention;

Fig. 2 is a sectional view taken approximately on line 22 of Fig. 1;

Fig. 3 is a sectional view taken on line.3-3 of Fig. 1 and in which a carrier structure is shown on the rail by means of dot-dash lines;

Fig. 4 is a view similar to Fig. 1 but showing a modified construction;

Fig. 5 is a plan view, part of which is in section;

Fig. 6 is a sectional view taken on line 66 of Fig. 4, and in which a'carrier structure is shown on the rail by means of dot-dash lines.

Referring to the drawings, the overhead monorail carrier system rails R1 and. R2 shown, and which are to be joined, are of a conventional, inverted T cross-sectional form as manufactured by theCleveland Tramrail- Division of The Cleveland Crane & Engineering Company. Each rail has a vertical or sectional flange or web 10 and lateral flanges 11 projecting. normally from the bottom edge thereof provided along their outer edges with raised treads 12 on which the wheels W of an overhead carrier travel. The upper edge of theweb 10 has much smaller flanges 13 extending therealong. These rails are usually made of a mediumto high carbon steel.

According to the provisions of the present invention, the adjoining ends of adjacent rails are joined by coupling plates having a rectangular portion whose thickness corresponds to the normal clearance between the hub 15 of the wheel'W of the carrier C and the web 10 of the rail, and whose height corresponds roughly to the height of the web of the railor, as shown, to the distance between the aXis of the wheel and the top of the bottom horizontal flange, and which rectangular portions are reenforcedby truncated four-sided pyramidal portions on their outer surface.

Referring to Figs. 1 to 3, the coupling plates 20, 21

each comprise a rectangular portion 14 whose thickness corresponds to the normal clearance between the hub 15 of the wheel W of the carrier C and the web 10 of the rail, and whose height corresponds roughly to the height wardly toward the center such that if a Wheel should strike either surface as it approachesthe joint, it will be graduallylforced outwardly soas' to,pass by the maximum thickne'ssof the plate without damage to thecar- Patented June 25, 1957 p The upwardly facing side or surface 23 of the i rier, etc. The lower pyramidal side or surface 26 is beveled to allow proper positioning of the weld material. Preferably the lower edge 27 of the rectangular section 14 is also beveled, to allow deeperpenetration of the weld. In formingva joint between the rails R1, R2,lthe ends of .the rails are first brought into aligned, abutting relationship and, if desired, temporarily secured in that position as by clamping the lateral fiangeof a T-shaped beam to the undersides thereof, having the beam spanning the abutting ends. The coupling plates 20 and 21 are then placed against opposite sides of the flanges of the rails, with the center part thereof opposite the rail joint, and held in this position by clamps or the like (not shown).

The plates 20, 21 are welded to the rails R1, R2 by first making a weld 28 along the bottom edge of plate attachingjt to rails R1 and R2 starting at a point (a) approximately A" from the left-hand side of the plate and proceeding to a point (b) beyond the centerline and overlying the rail R2 in approximately the region below the right-hand edge of the outer surface 29 of the frustum. A weld is then .made along the'bottom edge of plate 21 attaching it to R1 and R2 starting at a point (0) .approximately 1 in from the side overlying rail R1 and proceeding to a point (d) beyond the centerline and overlying the rail R2 invapproximately the region below the right-hand edgeof the outer surface 29 of the plate 21. A weld 31 is then made along the bottom edge of plate 20 starting at apoint (e) approximately A" in from the side overlying rail R2 and proceeding to a point (1) beyond the centerline and overlying rail R1 in approximately the region below the left-hand edge of the outer surface 29 of the plate 20. A weld 32 is then made along the bottom edge of plate 21 starting at a point (g) approximately A" in from the side overlying rail R2 and proceeding to a point (h) beyond the centerline and overlying the rail R1 in approximately the region below the left-hand edge of the outer surface 29 of the plate 21. A weld 33 is then made along the top edge of plate 20 starting at a point (i) approximately A" in from the side overlying rail R1 and proceeding to a point (j) beyond the centerline and overlying the rail R2 in approximately the region above the right-hand edge of the outer surface 29 of the plate '20. A weld 34 is then made starting at a point ('k) approximately /1" in from-the side overlying rail R2 and proceeding to a point (I) beyond the centerline and overlying the rail R1 in approximately the region above-the left-hand edge of the outer surface 29 of the plate 21. A weld is made along the top edge of plate 21 starting at a point (112) approximately A" in from the side overlying rail R1 and proceeding to a point (n) beyond the centerline and overlying the rail R2 in approximately the region above the right-hand edge of the outer surface 29 of the plate 21. A weld 36 is then made along the top edge of the plate 20 starting at a point (0) approximately /1 in from the side overlying rail R2 and proceeding to a point (p) beyond the centerline and overlying the rail R1 in approximately the region above the left-hand side of the outer surface 29 of the plate 20.

Figs. 4, 5, and 6 of the drawings showa modified construction of the present invention. The construction of this modified form is identical with that of the previously described embodiment excepting that in this embodiment the rectangularly-shaped pyramidal plates of the previous embodiment'have an upwardly extending section on their upper edge. The portions of the second embodiment which are similar to those of the first are designated by like reference numerals excepting that a prime mark is afiixed thereto.

The coupling structure of this embodiment comprises a lower pyramidal bar-shaped section which is identical with that of the previous embodiment and which need not therefore be further described. The plates 20 and 21' of the present embodiment each have a second section which is attached to the topof the rectangular por 'the rail.

tion 14 and which extends above the top flange 13 of The top section 40 of the plates may be of any size or shape so long as they project above the top flange of the rail and have been shown in the drawings as being in the form of an isosceles triangle.

Each plate 20', 21', has an inwardly projecting shoulder 41 which extends longitudinally thereof and overlies a portion of the flange 13 of .the rail and provides a surface by which a weld 42 can be effected between the shoulder 41 and the-topofthefiange 13. When the plates 20', 21' are on oppositesides of arail joint, as shown in the drawing, the sections 40 thereof are spaced apart sufficiently to permit the introduction of a weldingelectrode therebetween to form the weld 42.

In forming a joint between the rails R1 and R2 by use of the plates 20' and 21, the ends of the rails are brought into aligned, abutting relationship and they may be temporarily secured in that position by clamping the lateral flange of a T-shaped beam to the undersides thereof, having the beams spanning the abutting ends. The plates 20, 21 are then placed against opposite sides of the flange 10 of the rails, with the center part thereof opposite the rail joint, and are clamped to the flanges by.suitable clamping devices, such as C clamps. The lower edges of the plates are then welded to the rails by first making a weld 28' along the bottom edge of plate 20' attaching it to the rails R1 and R2 starting at a point (a') approximately A from the left-hand side of the plate and proceeding to a point (15') beyond the centerline and overlying the rail R2 in approximately the region below the right-hand edge of the outer surface 29' of the frustum. A weld 30' is then made along the bottom edge of plate 21' attaching it tor-ails R1 and R2 starting at a point (c') approximately in from the side overlying rail R1 and proceeding to a'point (d') beyond the centerline and overlying the rail R2 in approximately the region below the right-hand edge of the outer surface 29 of the plate 21'. A weld 31' is then made along the bottom edge of plate ZOstarting at a point (e') approximately /4" in from the side overlying rail R2 and proceeding to a point -(f) beyond the centerline and overlying rail R1 in approximately the region below the left-hand edge of. the outer surface 29' of the plate 20'. A weld 32 is then made along the bottom edge of plate 21' starting at a point (g') approximately A" in from the side overlying rail R' and proceeding to a point (h') beyond the centerline and overlying the rail R1 in approximately the region below the left-hand edge of the outer surface 29' of the plate 21. A weld 33 is then made along the shoulder 41 of plate 20' starting at a point (i') approximately A" in from the side overlying rail R1 and proceeding to a point beyond the centerline and overlying the rail R2 in approximately the region above the right-hand edge of the outer surface 29' of the plate 20'. A weld 34' is then made starting at a point (k) approximately 4" in from the side overlying rail R2 and proceeding to a point (I) beyond the centerline and overlying the rail R1 in approximately the region above the lefthand edge of the outer surface 29' of the plate 21. A weld 35 is made along the top edge of plate 21' starting at a point (m') approximately A1" in from the side overlying rail R1 and proceeding to a point (n) beyond the centerline and overlying the rail R2 in approximately the region above the right-hand edge ,of the outer surface 29' of the plate 21'. A weld 36 is then made along the top edge of the plate 20' startingat a point (0') approximately A" in from the side overlying rail R2 and proceeding to a point (p') beyond the centerline and overlying the rail R1 in approximately the region above the lefthand side of the outersurface 29 of the plate 20'.

The sequence of making the above welds in both embodirnents is important in order to prevent warpage of the rails and plates as a result of stresses occurring as a result of theheatproduced by welding. While this procedurehas been described as beginning at a point ad- U jacent to the lower left-hand end of the plates, as viewed in Figs. 1 and 4, it can also be started in any other corresponding position provided the welding sequence is carried on in a similar manner.

Reference to Figs. 3 and 6 of the drawings will show that the coupling plates 'of this invention employ the maximum cross-sectional area that can be utilized. It will further be seen that this improved result is obtained by a new and improved configuration of plate which provides a mass of material adjacent the lower flange to take up the tensile forces of the lower flange and which does not interfere with the passage of wheels.

It is apparent that the objects of the invention heretofore enumerated have been attained, as well as others, and that a compact rail coupling for overhead carrier systems has been provided which enables the splicing of inverted T-shape rails at practically any part of the carrier system irrespective of the location of the rail hangers, whereby considerable savings in time, material, and labor may be effected in the installation of the system.

It is further apparent that a coupling structure for overhead carrier system rail and a welding procedure therefor has been provided which utilizes only welds which are essentially of the down weld type and which can be made easily and efliciently. By forming the coupling plates as described, they provide the necessary rigidity to firmly support the rail joint and yet not interfere with the passage of the wheels on the carriage structure.

While the embodiments of the invention shown have been described in considerable detail, I do not wish to be limited to the particular constructions shown and described which may be varied within the scope of the invention, and it is my intention to cover hereby all adaptations, modifications and alternative constructions that come within the spirit and scope of the appended claims.

Having thus described my invention, I claim:

1. A coupling member for an overhead carrier system having a rail with an outwardly extending flange adjacent its lower edge comprising an elongated plate having at least a portion of the surface of one side provided with a projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projection having its sides inclined with the vertex offset from the one side of the center of the base for said pyramid, the opposite side of said plate from the side having the pyramidal projection having its edge adjacent to the side of the base of the pyramid to which the vertex is oflset rounded whereby upon positioning the plate on the rail said rounded edge abuts the rail at the angle formed by said outwardly extending flange.

2. In an overhead carrier system having aligned rails provided with outwardly extending flanges adjacent their lower edges, coupling members disposed upon opposite sides of said rails at each of the joints thereof and connected to overlap a portion of the adjacent aligned rail, said members each being provided with a projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projections having sides inclined with the vertexes near said flanges, the opposite surfaces of said plates from the thus defined pyramidal projections having the edges adjacent said flanges rounded.

3. In an overhead carrier system having aligned rails provided with outwardly extending, wheel supporting flanges adjacent their lower edges, elongated rectangular plates disposed upon opposite sides of said rails at each of the joints thereto and connected to overlap a portion of the adjacent aligned rail, said plates each being provided with a projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projections having the sides inclined with the vertexes adjacent said flanges, the opposite surfaces of said plates from the thus defined pyramidal projections having the edges near said projections rounded whereby said plates are adapted to extend along said rails with said rounded edges abutting the outwardly extending flange without obstructing the passage of the wheels on said flanges.

4. A coupling member for an overhead carrier system having a rail section with an outwardly extending flange adjacent its lower edge comprising an elongated plate having at least a portion of the surface provided with a projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projection having its sides inclined with the vertex near one side of the base for said pyramid, the opposite surface of said plate from the thus defined pyramidal surface having a protruding shoulder positioned intermediate its ends whereby upon positioning the plate on the rail said plate may be welded to said rail at said shoulder portion.

5. In an overhead monorail carrier system comprising aligned rails provided with outwardly extending flanges and carrier wheels adapted and arranged to ride on said flanges, said wheels being provided with an inwardly projecting hub spaced intermediate the rims of the wheels, coupling members disposed upon opposite sides of'said rails at each of the joints thereto and connected to overlap a portion of the adjacent aligned rail, said members each being provided with a projection extending into the area intermediate the area bound by the bottoms of the hub and the flange engaging wheel rim, said projection being formed in the shape of a frustrum of an irregular pyramid and spaced from the wheel and the hub to allow the wheels to travel along said flanges without obstruction, the opposite surfaces of said members from the thus defined pyramidal projections being formed to substantiallyconform to the adjacent surfaces of the rails.

6. In an overhead monorail carrier system including aligned rails provided with outwardly extending flanges and carrier wheels adapted and arranged to ride on said flanges, said wheels being provided with an inwardly projecting hub spaced intermediate the rims of the wheels, elongated rectangular plates disposed upon opposite sides of said rails at each of the joints thereto and connected to overlap a portion of the adjacent aligned rail, said plates each being provided with a projection extending into the area intermediate the buttoms of the hubs and the flange engaging wheel rims, said projection being shaped in the form of a frustrum of an irregular pyramid, said pyramidal projections having the sides inclined with the vertexes adjacent said flanges, the opposite surfaces of said plates from the thus defined pyramidal projections being shaped to substantially conform to the adjacent surfaces of the rails, the latter surfaces of said plate having the edges near said flange rounded whereby said plates are adapted to extend along said rails.

References Cited in the file of this patent UNITED STATES PATENTS 285,688 Sellers Sept. 25, 1883 432,101 Wald July 15, 1890 714,422 Williams Nov. 25, 1902 1,131,889 Wolhaupter et a1 Mar. 16, 1915 1,716,226 Guinn June 4, 1929 2,183,047 Sehenck Dec. 12, 1939 

